Napier NT1 Range Turbocharger Innovation NT1 Range Turbocharger

Total Page:16

File Type:pdf, Size:1020Kb

Napier NT1 Range Turbocharger Innovation NT1 Range Turbocharger Napier TURBOCHARGERS A Wabtec company NT1 Range State-of-the-art turbocharging A Napier NT1 Range turbocharger innovation NT1 Range Turbocharger The next generation of turbochargers has arrived 02 Napier NT1 RangeRange turbochargerturbocharger innovation innovation Driving forward the development NT1 Range innovation The market leader in pressure ratio and of turbochargers efficiency for a single-stage axial turbocharger Designed to meet current and future IMO11 Napier is a world leader in the design, manufacture and support of industrial diesel engine requirements turbochargers. With over 60 years of experience, our specialist engineers Suitable for high altitude and high ambient have produced more than 50,000 turbochargers for marine, power generation installations and rail applications. You will find our products across the globe, providing Complies with all marine and land-based reliable performance in some of the most arduous environmental conditions, legislation year after year. Compatible with all fuel types, for ultimate flexibility In February 2013, Napier was bought by the The NT1 Range is our very latest product Can be tailored for use in marine, power Wabtec Corporation; a global provider of value- range and has been designed to provide generation and rail applications added, technology-based products and services market-leading efficiencies and pressure Fully supported by our world-class global primarily for the rail and transit industry. ratios. It is your answer to achieving more service network. Wabtec is committed to investing further into power and efficiency, while lowering fuel the research and development that will allow consumption and emissions. Napier to continue innovating, leading the market in the development of cutting-edge technology and the search for ever-more efficient ways to help our customers to get more from their engines. Global Operation Proven Reliability Ease of Maintenance For over 60 years Napier Turbochargers have been Napier Turbochargers are designed to operate with Napier Turbochargers are designed to ensure ease successfully operating on engines in some of the engines running on HFO, MDO, natural gas, landfill of maintenance and service support. world’s harshest climates. gas or a combination Duel Fuel engine. www.napier-turbochargers.com 03 Napier A story of progress Since the company began, Napier has enjoyed a reputation for precision and invention unmatched in the history of British engineering. 04 Napier NT1 Range turbocharger innovation A rich history of precision and invention Napier began in 1808, the brainchild of David Napier who learned his trade in the workshop of Henry Maudsley, inventor of the centre lathe which was the backbone machine of the industrial revolution. Mr Napier founded his own firm which soon built a reputation for quality and engineering excellence, developing everything from printing presses and franking machines, to cars and aero engines. In the early 1900s, Napier began manufacturing turbine helicopters, some of the learnings cars and soon became Britain’s leading car from which led, in 1947, to Napier beginning manufacturer. In 1918, Napier entered the to design and manufacture turbochargers aero-engine market and our engines powered to support the next generation of engines. the Typhoon and Tempest fighter bombers of From 1969, we have solely specialised in the World War 2 D-Day offensive. After the war, turbochargers and, since February 2013, we the company took the lead in powering gas- have been part of the Wabtec Corporation. An unrivalled pedigree in the achievement of land, air and sea speed records 1919 Height Record: 30,500 feet 1929 Land Speed Record: 231.3 mph 1929 Air Speed Record: 336.3 mph 1930 Water Speed Record: 100.13 mph 1931 Land Speed Record: 246.1 mph 1932 Land Speed Record: 253.968 mph 1933 Air Long Distance Record: 5,309 miles 1939 Land Speed Record: 369.74 mph Napier Dagger MkIII engine Napier Railton powered Typhoon 1B with Napier Sabre 1947 Land Speed Record: 394.196 mph 24 Cylinder ‘H’ layout air-cooled, supercharged. by the Lion engine IIA engine Used in the Martin Baker MB2, Hawker Hector, Napier held the Land Speed record with the Napier 24 Cylinder ‘H’ layout Liquid-Cooled Sleeve Valve Handley Page Hereford and Hawker Trainer. Lion engine over many years, finally achieving a Twin Crankshaft with a 2-speed Supercharger. speed of 400mph with the Napier-Railton LSR Used in the Hawker Typhoon, Hawker Tempest, in 1947. Fairy Battle and Martin Baker MB3. www.napier-turbochargers.com 05 Specialist turbocharger engineering expertise Since 1947, Napier has specialised in turbochargers; which allows Highly specialist, us to focus all our thinking and efforts into leading the world in turbocharger design, development and manufacture. homegrown engineers, state-of-the-art facilities We have a dedicated engineering team of global We validate future engine and turbocharger experts in advanced turbocharger technology concepts by creating engine simulation models and in-depth research with experience of developing new products in conjunction with OEM partners. All our from design concept to production readiness. design, development and manufacturing takes combine to create These engineering experts utilise a suite of place at our own state-of-the-art plant using sophisticated tools and techniques to drive our own technology. This allows us complete innovative solutions… innovation and development. control of every element of the process to ensure the quality, reliability and performance Napier also supports multiple technology our turbochargers are renowned for around the like the NT1 Range programs (including partnerships with industry world. and academia) in pursuit of future product development initiatives and market requirements. Advanced design techniques assist Napier Turbochargers to optimise engine operation Vibration analysis Engine performance modelling 3D CFD modelling FEA stress analysis Harmonic/resonance analysis Dedicated test facilities Technical engineering specialists. Test and Validation Tools and Simulation In-house Engineering We validate future engine and turbocharger We utilise a suite of sophisticated tools and We have a dedicated engineering team of global concepts by creating engine simulation models. techniques to drive innovation and development. experts in advanced turbocharger technology. 06 Napier NT1 Range turbocharger innovation First choice for the world’s leading engine manufacturers Napier NT1 Range turbochargers are designed and built to offer cutting-edge performance and reliability in marine, power generation and rail applications. Leading engine manufacturers around the world choose Napier Turbochargers for the following reasons: Flexibility Reduced emissions We co-operate with engine manufacturers, The developments in the NT1 Range tuning and adapting our product during the allow engine manufacturers to design and design stage to meet specific customer targets. build engines that not only comply to the This collaborative process has been invaluable emissions legislation, but can also use more in developing the NT1 Range . It has resulted in: advanced miller timings to further reduce fuel market-leading pressure ratio and efficiency consumption, while still being able to apply levels, enabling manufacturers to do more, up-rates to increases power density. for less, with their engines; and a simplified installation process. If the need arises we can also customise our turbochargers to meet Fuel flexibility specific engine installation or application Napier Turbochargers can be fitted to engines requirements. running on all types of fuel: marine diesel, bio diesel, natural gas, LNG, LPG and heavy fuel oil (HFO). For HFO, we have developed Cost effectiveness state-of-the-art turbine water wash technology. Specific service solutions can be tailored to suit each customer. We optimise through-life costs by supplying a product that does exactly Global support what you need it to, with additional tailoring to We offer a series of aftermarket support meet specific performance requirements. It’s packages to suit your needs, and can about best value and the best return on your provide servicing direct to end users. Our investment. aim is to provide cost-effective solutions and to achieve minimum downtime which is crucial, particularly in marine and powerplant Turbocharger performance applications. For end users who wish to carry The NT1 Range represents a further shift out their own servicing, genuine Napier parts in turbocharger performance, reinforcing are available direct from us and via the Napier Napier’s leading position in the market. The service network. All of this gives engine end NT1 Range has been developed to give engine users more choice and competitive pricing. manufacturers extra pressure ratio when required – at up to 6.0:1, the highest pressure ratio available for this type of turbocharger. Now, the NT1 Range combines this with market- leading efficiency levels. www.napier-turbochargers.com 07 Napier NT1 Range More power, more efficiency, less fuel, lower emissions Gas inlet options Meet specific engine and engine room installation requirements. Latest water-washing techniques Efficient operation with minimum service Aerodynamic components downtime for HFO-powered engines. Optimised for efficiency, pressure ratio and reliability. Fabricated nozzle ring High efficiency with excellent resilience Aluminium compressor wheel to thermal transients. Minimum cost with maximum performance. Turbine Stress optimised
Recommended publications
  • The Aircraft Propulsion the Aircraft Propulsion
    THE AIRCRAFT PROPULSION Aircraft propulsion Contact: Ing. Miroslav Šplíchal, Ph.D. [email protected] Office: A1/0427 Aircraft propulsion Organization of the course Topics of the lectures: 1. History of AE, basic of thermodynamic of heat engines, 2-stroke and 4-stroke cycle 2. Basic parameters of piston engines, types of piston engines 3. Design of piston engines, crank mechanism, 4. Design of piston engines - auxiliary systems of piston engines, 5. Performance characteristics increase performance, propeller. 6. Turbine engines, introduction, input system, centrifugal compressor. 7. Turbine engines - axial compressor, combustion chamber. 8. Turbine engines – turbine, nozzles. 9. Turbine engines - increasing performance, construction of gas turbine engines, 10. Turbine engines - auxiliary systems, fuel-control system. 11. Turboprop engines, gearboxes, performance. 12. Maintenance of turbine engines 13. Ramjet engines and Rocket engines Aircraft propulsion Organization of the course Topics of the seminars: 1. Basic parameters of piston engine + presentation (1-7)- 3.10.2017 2. Parameters of centrifugal flow compressor + presentation(8-14) - 17.10.2017 3. Loading of turbine blade + presentation (15-21)- 31.10.2017 4. Jet engine cycle + presentation (22-28) - 14.11.2017 5. Presentation alternative date Seminar work: Aircraft engines presentation A short PowerPoint presentation, aprox. 10 minutes long. Content of presentation: - a brief history of the engine - the main innovation introduced by engine - engine drawing / cross-section -
    [Show full text]
  • AEROMOTIVE Part 2
    AEROMOTIVE Part 2 What is an aircraft engine? A child might answer, "an engine that's on an aeroplane." Foolish youth! If we skip the radials, rotarys, sleeve valvers, two strokes, diesels, turbines, jets, and rockets, we're left with . the four cycle, internal combustion, spark ignited, piston reciprocating, poppet valvers, in only; aircooled, liquid cooled, inline, opposed, vee, naturally aspirated, and supercharged gasoline consuming variations. These qualifications squeeze the answer into a set of characteristics that appears remarkably like an automotive engine to enthusiastic people. Back To The Basics: We can attempt to equate engine performance in a variety of ways. However, horsepower still seems to be the best method if it is qualified by an accompanying RPM (revolutions/minute). Power output in HP/CID (horsepower/cubic inch displacement) is a standard for most engine nerds but it doesn't reveal much about the drivability (torque) or personality (horsepower curve) of the engine. Torque and horsepower are intimately related even though they are often spoken of as if they were separate entities. I have taught a private engine design and building course for 21 years and it has always been a challenge to get my students to understand the relationship between torque and horsepower. This doesn't surprise me because these two parameters, ostensibly simple, are in fact tricky to relate. I am reluctant to rehash the whole horsepower/torque issue. But, based on conversations I have had with aircraft folks - and automotive folks, for that matter - I perceive the need to establish basic terms. We (“we” meaning us at Sunset Engine Development) are often asked, "what do I want, torque or horsepower?" Trying to explain such abstract concepts on the telephone cannot do the subject justice.
    [Show full text]
  • Napier Sabre Engines Will Be Found on Page L75
    STAITDARDIZRD DATA PAGES FOR RECIPROCATIITG EITCTI\ES Standardized data pages are used to present the specifieations of the basic aircraft engines and airhorne auxiliary units described and illustrated in the followirg section of the book. The arrangeme'nt of the data on the standardi zed" data pages is as f ollows : First, there is a concise description of the engine, its construe tion and the major accessories with which it is equipped. Then, in tabular form, there are items such as bore, stroke, displacement (swept vol- ume), compression ratio, overall dimensions, frontal areae total weight and weight per maximum horsepolyer. F'uel and lubricating oiX eonsumptions at cruising output are given in units of weight. The fuel grade and the viscosity of the lubricating oil at 210o F" (100o C) also are specified. Efficiency figures such as maximum power output per unit of dis- placement, maximum polver output per unit of piston area) maximum piston speed and maximum brake mean effective pressure have been ealculated for comparative purposes. Finally, the various horsepower ratings of the engine are given, such as; Take-off rating, or the maxinrum horsepower which it is per- missibil to ,ruJ at sea level and at low altitrdes. flrlilitary (combat) rating, or the maximum horsepower which it is perrnissib]e to use for military purposes at various alti- tudes. fVorrual rating,, or the ntaximum horsepower which the engine can deliver continuously for climh without undue stress" Cruising ratirug, or the maximum horsepo\,ver recommended for continuous operation consistent with reasonable fuel econ- omy. Ern,ergerlcy rating, or the marximum horsepower which it is permissible use a _ to for short period of time in an ernergency.
    [Show full text]
  • 19FFL-0023 2-Stroke Engine Options for Automotive Use: a Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications
    Citation for published version: Turner, J, Head, RA, Chang, J, Engineer, N, Wijetunge, RS, Blundell, DW & Burke, P 2019, '2-Stroke Engine Options for Automotive Use: A Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications', SAE Technical Paper Series, pp. 1-21. https://doi.org/10.4271/2019-01-0071 DOI: 10.4271/2019-01-0071 Publication date: 2019 Document Version Peer reviewed version Link to publication The final publication is available at SAE Mobilus via https://doi.org/10.4271/2019-01-0071 University of Bath Alternative formats If you require this document in an alternative format, please contact: [email protected] General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. Take down policy If you believe that this document breaches copyright please contact us providing details, and we will remove access to the work immediately and investigate your claim. Download date: 27. Sep. 2021 Paper Offer 19FFL-0023 2-Stroke Engine Options for Automotive Use: A Fundamental Comparison of Different Potential Scavenging Arrangements for Medium-Duty Truck Applications Author, co-author (Do NOT enter this information. It will be pulled from participant tab in MyTechZone) Affiliation (Do NOT enter this information. It will be pulled from participant tab in MyTechZone) Abstract For the opposed-piston engine, once the port timing obtained by the optimizer had been established, a supplementary study was conducted looking at the effect of relative phasing of the crankshafts The work presented here seeks to compare different means of on performance and economy.
    [Show full text]
  • Aircraft Propulsion C Fayette Taylor
    SMITHSONIAN ANNALS OF FLIGHT AIRCRAFT PROPULSION C FAYETTE TAYLOR %L~^» ^ 0 *.». "itfnm^t.P *7 "•SI if' 9 #s$j?M | _•*• *• r " 12 H' .—• K- ZZZT "^ '! « 1 OOKfc —•II • • ~ Ifrfil K. • ««• ••arTT ' ,^IfimmP\ IS T A Review of the Evolution of Aircraft Piston Engines Volume 1, Number 4 (End of Volume) NATIONAL AIR AND SPACE MUSEUM 0/\ SMITHSONIAN INSTITUTION SMITHSONIAN INSTITUTION NATIONAL AIR AND SPACE MUSEUM SMITHSONIAN ANNALS OF FLIGHT VOLUME 1 . NUMBER 4 . (END OF VOLUME) AIRCRAFT PROPULSION A Review of the Evolution 0£ Aircraft Piston Engines C. FAYETTE TAYLOR Professor of Automotive Engineering Emeritus Massachusetts Institute of Technology SMITHSONIAN INSTITUTION PRESS CITY OF WASHINGTON • 1971 Smithsonian Annals of Flight Numbers 1-4 constitute volume one of Smithsonian Annals of Flight. Subsequent numbers will not bear a volume designation, which has been dropped. The following earlier numbers of Smithsonian Annals of Flight are available from the Superintendent of Documents as indicated below: 1. The First Nonstop Coast-to-Coast Flight and the Historic T-2 Airplane, by Louis S. Casey, 1964. 90 pages, 43 figures, appendix, bibliography. Price 60ff. 2. The First Airplane Diesel Engine: Packard Model DR-980 of 1928, by Robert B. Meyer. 1964. 48 pages, 37 figures, appendix, bibliography. Price 60^. 3. The Liberty Engine 1918-1942, by Philip S. Dickey. 1968. 110 pages, 20 figures, appendix, bibliography. Price 75jf. The following numbers are in press: 5. The Wright Brothers Engines and Their Design, by Leonard S. Hobbs. 6. Langley's Aero Engine of 1903, by Robert B. Meyer. 7. The Curtiss D-12 Aero Engine, by Hugo Byttebier.
    [Show full text]
  • Napier Sabre VII
    55° FLIGHT Napier Sabre VII Over 3,000 b.h.p. for Take-off tLowest Specific Weight of Any Pro- duction Piston Engine EGULAR readers of Flight may remember that a octane fuel are no longer burned to produce only hot water, detailed description of the Sabre engine was given which is immediately cooled again; by using regenerative R in the March 23rd, 1944, issue, together with a good dynamometers the power output is used to produce elec- many illustrations, including a special cut-away drawing; tricity for the factory and outside supply, and an example but the subject of that description was the Mk. II, whereas of the output is that if a Sabre is running on a Sunday the latest Sabre is the Mk. VII. (when the factory is not working) the electricity generated Series II engines were developed in three guises, the II, by a single engine is sufficient to supply the entire demand IIA and IIB, in which the boost pressures were progressively from the whole Willesden area and still leave sufficient increased and the power outputs stepped-up from 2,090 over for feeding into the national grid system. to 2,220 and then to 2,420 b.h.p. Weight had also in- creased, but not proportionally, so that specific weight Teetliing Troubles Cured went down respectively from 1.12 to 1.06 until, with the As with all engines developed at high pressure during IIB, it dropped below unity with the value of 0.981b. /b.h.p. the war, teething troubles were experienced with the Sabre.
    [Show full text]
  • Aviation Fuels Technical Review
    Aviation Fuels Technical Review Chevron Global Aviation Chevron Products Company 1500 Louisiana Street Houston, TX 77002 www.chevronglobalaviation.com/ga/ga_operational.asp Chevron Products Company is a division of a wholly owned subsidiary of Chevron Corporation. © 2006 Chevron Corporation. All rights reserved. Chevron is a trademark of Chevron Corporation. Recycled/RecyclableRecycled/recyclable paper paper 2M CBRES GIDC 5723 10/06 MS-9891 (10/06) Table of Contents Notes General Introduction ..................................................... i 8 • Aviation Gasoline Performance.............................. 45 Performance Properties 1 • Aviation Turbine Fuel Introduction ........................... 1 Cleanliness Types of Fuel Safety Properties Fuel Consumption 9 • Aviation Gasoline 2 • Aviation Turbine Fuel Performance ........................... 3 Specifications and Test Methods ............................ 54 Performance Properties Specifications Cleanliness Future Fuels Safety Properties Test Methods Emissions 10 • Aviation Gasoline Composition ............................. 63 3 • Aviation Turbine Fuel Composition Specifications and Test Method ..............................14 Property/Composition Relationships Specifications Additives Test Methods 11 • Aviation Gasoline Refining ................................... 66 4 • Aviation Turbine Fuel Composition ..........................24 Alkylation Base Fuel Avgas Blending Property/Composition Relationships 12 • Aircraft Piston Engines ......................................... 68 Chemistry
    [Show full text]
  • Hawker Tempest
    Hawker Tempest Hawker Tempest Hawker Tempest II, RAF Museum, Hendon Type Fighter/Bomber Manufacturer Hawker Aircraft Limited Maiden flight 2nd September 1942 Introduced 1944 Status Retired Primary users Royal Air Force Royal New Zealand Air Force Number built 1,702 The Hawker Tempest was a Royal Air Force (RAF) fighter aircraft of World War II, an improved derivative of the Hawker Typhoon, and one of the most powerful fighters used in the war. Development While Hawker and the RAF were struggling to turn the Typhoon into a useful aircraft, Hawker's Sidney Camm and his team were rethinking the design at that time in the form of the Hawker P. 1012 (or Typhoon II). The Typhoon's thick, rugged wing was partly to blame for some of the aircraft's performance problems, and as far back as March 1940 a few engineers had been set aside to investigate the new laminar flow wing that the Americans had used in the P-51 Mustang. The laminar flow wing had a maximum chord, or ratio of thickness to length of the wing cross section, of 14.5 %, in comparison to 18 % for the Typhoon. The maximum thickness was further back towards the middle of the chord. The new wing was originally longer than that of the Typhoon at 43 ft (13.1 m), but the wingtips were clipped and the wing became shorter than that of the Typhoon at 41 ft (12.5 m). The new wing cramped the fit of the four Hispano 20 mm cannon that were being designed into the Typhoon.
    [Show full text]
  • 7.Napier Multicylinder Engines : Alan Vessey
    The Piston Engine Revolution The Multi-Cylinder Approach contributed by D. Napier & Son Ltd to Piston Engine Development, 1898 – 1950. Alan Vessey Napier Power Heritage Trust. D. Napier & Son Ltd, Engineers of London founded in 1808, were led from 1896 by second generation Engineering Director Montague S. Napier, who both designed and developed internal combustion piston engines with two, four or six cylinders, for automobile and marine propulsion, but by 1920 had produced a first sixteen-cylinder Napier 1000 bhp aero engine. During his twenty-year search for improved volumetric efficiency M.S. Napier utilised multiple poppet valves, with operation ranging from Atmospheric Pressure to Double Overhead Camshafts. Development of the twelve-cylinder “Triple Four or Lion” aero engine from 1917 with new 20 type series spanning a twenty-year period led by designers Napier, Rowledge and Wilkinson, will be analysed, as the power output rose from 450 to 1350 bhp when supercharged. Its airborne achievements included two Schneider Trophy successes, these being followed by powering many British World Records in the air, on land and on water. Design of M.S. Napier’s twenty-four- cylinder diesel aero engine preceded his death in 1931, after which the multi-cylinder, air-cooled designs of Frank Halford appeared, these having poppet valves, as the high revving sixteen-cylinder “Rapier” and twenty- four-cylinder “Dagger” aero engines. Capt. George Wilkinson continued with diesels, the six-cylinder aero “Culverin” having twelve opposed pistons – built under license from Junkers – these anticipating the Napier eighteen- cylinder ”Deltic” opposed piston marine diesel engines, to be reviewed from 1946.
    [Show full text]
  • National Air & Space Museum Technical Reference Files: Propulsion
    National Air & Space Museum Technical Reference Files: Propulsion NASM Staff 2017 National Air and Space Museum Archives 14390 Air & Space Museum Parkway Chantilly, VA 20151 [email protected] https://airandspace.si.edu/archives Table of Contents Collection Overview ........................................................................................................ 1 Scope and Contents........................................................................................................ 1 Accessories...................................................................................................................... 1 Engines............................................................................................................................ 1 Propellers ........................................................................................................................ 2 Space Propulsion ............................................................................................................ 2 Container Listing ............................................................................................................. 3 Series B3: Propulsion: Accessories, by Manufacturer............................................. 3 Series B4: Propulsion: Accessories, General........................................................ 47 Series B: Propulsion: Engines, by Manufacturer.................................................... 71 Series B2: Propulsion: Engines, General............................................................
    [Show full text]
  • October 2017 October Lunch
    ROYAL AIR FORCE OFFICERS’ CLUB Johannesburg P.O. Box 69726 BRYANSTON 2021 [email protected] www.rafoc.org President: David MacKinnon-Little Vice Presidents: David Lake , Geoff Quick, Basil Hersov Chairman: Bruce Harrison [email protected] Tel: 011 673 0291 Cell: 083 325 0025 Vice Chairman: Jon Adams [email protected] Tel: 011 678 7702 Cell: 082 450 0616 Hon. Secretary: Colin Francis Tel: 011 706 4554 Cell: 082 853 8368 Hon. Treasurer: Jeff Earle Tel: 011 616 3189 Cell: 083 652 1002 Committee Members: Russell Swanborough Tel: 011 884 2611 Cell: 083 263 2740 Karl Jensen Tel: 011 234 0598 Cell: 082 331 4652 Jean-Michel Girard Cell: 083 659 1067 Geoff Fish Tel: 012 667 2759 Cell: 083 660 9697 Rob Tannahill Tel: 011 888 6074 Cell: 082 806 6779 Bank Account : Nedbank - Melrose Arch Br: 19 66 05 Account 19 66 278 063 NEWSLETTER – OCTOBER 2017 OCTOBER LUNCH: The Lunch was attended by 41 members and guests – a bit down on normal due to the “Sun ‘n Fun” in Rustenburg that was attended by some members. (This event proved to be a bit of a “rain dance” and Joburg enjoyed some very welcome rain...) The food was its normal high standard with grilled hake on a masala mash, which was very tasty. With Eskom and its shenanigans in the headlines yet again, John Ledger gave us a deep insight into the SA power industry and especially Eskom. He pulled no punches on why the electricity supplier is in a poor situation, which started in 1994 and got progressively worse as the years went by.
    [Show full text]
  • The Development of the Single Sleeve Valve Two-Stroke Engine Over the Last 110 Years
    energies Review The Silent Path: The Development of the Single Sleeve Valve Two-Stroke Engine over the Last 110 Years Robert Head * and James Turner Mechanical Engineering, Faculty of Engineering and Design, University of Bath, Bath BA2 7AY, UK; [email protected] * Correspondence: [email protected]; Tel.: +44-0789-561-7437 Abstract: At the beginning of the 20th century the operational issues of the Otto engine had not been fully resolved. The work presented here seeks to chronicle the development of one of the alternative design pathways, namely the replacement for the gas exchange mechanism of the more conventional poppet valve arrangement with that of a sleeve valve. There have been several successful engines built with these devices, which have a number of attractive features superior to poppet valves. This review moves from the initial work of Charles Knight, Peter Burt, and James McCollum, in the first decade of the 20th century, through the work of others to develop a two-stroke version of the sleeve- valve engine, which climaxed in the construction of one of the most powerful piston aeroengines ever built, the Rolls-Royce Crecy. After that period of high activity in the 1940s, there have been limited further developments. The patent efforts changed over time from design of two-stroke sleeve-drive mechanisms through to cylinder head cooling and improvements in the control of the thermal expansion of the relative components to improve durability. These documents provide a foundation for a design of an internal combustion engine with potentially high thermal efficiency. Keywords: two-stroke; sleeve valves; patents Citation: Head, R.; Turner, J.
    [Show full text]